Husqvarna engine TE 610 e

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Husqvarna engine TE 610 e

Husqvarna engine TE 610 e
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With luxurious features such as a balance shaft, electric starter and two oil pumps, Husqvarna wants to instill civilized manners in the new TE 610 e.

Gert Thole

03/30/1998

We Germans are to blame: Countless Husqvarna competition enduros had to give up their lives on Germanic asphalt because they were misused as road racing machines. Many riders had even converted the off-road machine with wide rims and grippy tires in Super Moto style in order to hunt big bikes on winding country roads. A purpose that was certainly not in the spirit of the inventor. Because the Husky drive was designed by Swedish technicians as a pure off-road device at the beginning of the eighties.
As long as the motorcycle was used for its intended purpose, there was little to complain about in terms of durability. But around 1990 the market changed, especially in Germany. Since the Japanese enduros mutated more and more into overweight travel steamers, many endurists switched to light, high-performance sport enduros of European origin. KTM set accents in this segment with the LC 4 and shaped the image of the “hard enduro”. The LC 4 proved to be reasonably robust and withstood road use quite reasonably, especially since the engine power was deliberately reduced more and more over the years and the whole motorcycle was increasingly trimmed towards road use.
The more sensitive Husqvarna, who always remained true to their extremely sporty line, caused more difficulties with the organ on the road. Above all, the engine of the TE 610 did not like high speeds over long distances at all. For one simple reason: Husqvarna decided not to use an oil pump in favor of better performance and lower weight. The engine was lubricated by a sophisticated system that used the pressure fluctuations in the crankcase to inject oil from the outside against the crankshaft. Oil was pumped into the cylinder head exclusively via the timing chain. The problem was and always is the crankshaft. At high continuous speeds, too little oil reaches the heavily used connecting rod bearing, which then overheats and quits its service with a mighty roar. The reputation of Husqvarna is therefore easily battered, which it actually does not deserve.
So a new engine was needed in order to appeal to a wide range of enduro riders in the long run, beyond real off-road drivers, who mainly drive on the road. Already in 1994? the first prototypes were in use. However, due to the financial difficulties in the Cagiva parent company, development stalled. Now the time has finally come, production for the new engine is underway. The first models are to be delivered in April. The new engine is extremely important for Husqvarna’s future. It should be the basis of the future model range and, in a slimmed-down version, will also serve as a drive for the TC and TE sports models from the year 2000. Except for the cylinder and head, all parts are new. The drive to the rear wheel moved to the left, the kick starter and clutch to the right. The case is a bit wider, but shorter than the old engine. At 98 x 76.5 millimeters, the bore and stroke have exactly the same dimensions as before. The performance of the road enduro is deliberately reduced through less compression and tamer control times. The four-valve engine should produce around 50 hp. With low weight and easy handling, Husqvarna wants to stay true to the sporty line.

First impression of the Super Motard version – First impression of the Super Motard version

The Super Motard version will soon be delivered parallel to the Enduro TE 610 e. This differs from the off-road motorcycle in that it has the obligatory 17-inch wheels with 120/160 MT 60 tires from Pirelli. The brake has also been adapted for a sporty driving style on the road: a cast Brembo four-piston caliper engages in the 320 millimeter cast disc. MOTORRAD was able to test drive the prototype near the Husqvarna plant in Varese. When you sit up, you will notice the significantly low seat height compared to the E-Start-Enduro. A consequence of the 17-inch wheels and the slightly shortened suspension travel. As with the enduro prototype (MOTORRAD 19/1997), the engine turns willingly up to the highest regions, the output should be around 50 hp. Wet roads prevented driving in the border area. On the short jaunt, however, it became clear that straight-line stability is calming even at high speeds. No pendulum phenomena occur with longitudinal grooves. The brake grabs vehemently, the dosage was also convincing in wet conditions. Anyway, freedom from leaning is not a problem, so that nothing stands in the way of competitions with street athletes on narrow streets.

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